Railway signaling system.



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' Nu. 7|6,|79. Patented uw. le, |902'. H. Bazin. I

RAILWAY SIGNIALING SYSTEM.

(Application filed Dec. 0, 1899. Renewed May 16, 1902.) (No Model.) I0 Sheets-Sheet 2.

'l 4 Y i Nk n? -w|`TNEssEs= @N INVENTOR ffy/vm@ Jb i j BY l r H.. lazla.` RAILWAYLSIGNALING' SYSTEM.

(Application filed Dec. 6, 1899. Renewed May 16, 1902.)

(No Model.) I0 Sheds-Sheet -3 wnNEssEs: INVENTOR INVENTOR A TORNEY IQ Sheets-Sheef 4.

Patentedv Dec.'|6, |902.

ATTORNEY I0 Sheets-Sheet 5.

Patented Dec. I6, |9112.v

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H. B E Z E R RAILWAY SIGNALING SYSTEM. (Apphcatxon filed Dec 6 1899 Renewed May 16, 1902) THE NORRQS FFTERS CO. FP;0TO-L|TNQ WASH No. 7I6,|79. Patented Dec. I6, 19012.`

` H. BEZER. y

RAILWAY SIGNALING SYSTEM.

[Applicatoxe led Dec. 8, 1899. Renewed May 18, 1902.) (No Model.) 4 I0 Sheets-$hee 6.

WITNESSES: l INVENmR i nj: ohms paens co, mom-Umb., wAsmNGmN. n. c.

Patented Dec.' I6, |902. H. BEZER. RAILWAY'SIGNALING SYSTEM. (Apphcatxon led Dec 8 1899 Renewed May 16 1902) lu sheets-smet 7.

ATTORNEY No. 716,179. Patented l nee. I6, |902.

\ H. BEZEFL RAILWAY SIGNALING SYSTEM. (Application medpec. s, 1899. nen'wea may 1e, 1902.)

I0 Sheets-Sheet 8.

(mi Model.) f

INVENTOH THE Numus verras co. Photo-umn.. wnmmow. 0. l:4

No. 7|f6,|79. Patented nec. |e, 190,2.

. l H. BEzEn.

RAILWAY SIGNALING SYSTEM.

` (Application filed Dec. 6, 1899. Renewed May 16, 1902.) (No Model.) I0 Sheets-Sheet 9.

NEY

I0 Sheets-Sheet l0 DI R F. 7. E B` um RAILWAY SIGNALING SYSTEM. [Application led De-c. 8, 1899. Renewed May 16, 1902.)

(No Mndel.)

\ WITNESSES;

'rus Norms PETERS co., Puorammc.. wAsmucToN. D, c.

N j N N LUmm-:D STATES] BEZERV-OF KINGSLAND, NEWJERSEY.

RAILWAY SI'GNALING SYSTEM.

SPECIFICATION forming part of Letters Patent No. 716,179, dated December 16, 1902.

` `Application iiledDecember 6, 1899. Renewed May 16, 1902. Serial No. 107,554. (No model.)

To ctZZ 'whom it may concern.:

Be it known that I, HENRY BEZER, a subl f jectof the Queen of Great Britain, and a resident of Kingsland, Bergen county, State of New Jersey, have invented certain new and useful Improvements in Railway Signaling Systems, of which the following is a speciiicaf tion, reference beinghad to the accompanying drawings, forming part hereof.

y Io This invention relates to electric railway signaling systems, and has for its objects the protection of the circuits and apparatus from the interference of trolley-currents or otherf foreign currents and the sending of the signal I5 to danger or maintaining the signal at dan" ger `in the event ofbreakage or failure ofany rail, wire, or otherpart or `parts under any `conditions and also to provide that'should any contacts become welded or adheret zo gether or any coils or connections burn out, either before or after the signal has cleared for a train, the signal cannot indicate safety` when it shouldindicate` danger.

In my improved signal there is no reliance 1 z5 upon automatic mechanism to change the signal from the indication of safety to that of danger,77 and it is impossible for a signal to continue at safety behind a train.

` The nature and objects of myinvention will 3o more fully appear from the following description of the accompanying drawings, illustrating embodiments of my invention.

"Figure l is a plan view of the signal-box of a signal with the cover removed, partly in 3 5 section. 'Fig. 2 is a transverse vertical section of the signal-box with the end removed. y Fig. 3 isa longitudinal vertical section of the signal-box with the side removed. Fig. 4 is a `front elevation of the complete signal, drawn 4o `to a reduced scale.` Fig. 5 `is a plan view of the signal-box of a modified form of signal, partly in section and with Vthe cover removed. Fig. 6 is a transverse vertical section of the p same with the end removed. Fig. isa longitudinal verticalsection of the same with the `5o tail of part of the movable oommutator-brush and spring back contact. Fig. lO is a diagrammatic representation of the circuits and' l apparatus of a block signaling system. Fig. 11 represents a development of' part of the commutator thereof. Fig. 12 is a diagrammatic representation of the circuits and apparatus of a block signaling system, showing a modified construction and arrangement thereof. Fig. 13 represents a development of part of the commutator thereof. Fig. 14. is a diagrammatic representation of the circuits `and apparatus of a block signaling system, showing another modified construction and arrangementthereof; and Fig. 14A is a similarviewshowingafurthermodification. Fig. '15 is a similar view of another modified construction and arrangement. Fig. 16 represents a development of part of the commutator thereof. Fig. 17 is a diagrammatic rep-l `resentationof the circuits and apparatus of a block signaling system with overlaps..

The signal shown in Figs. 1 to et, inclusive, of the drawings is a motion-signal of improved construction giving thefday safety indication by the continuous revolution of a medially-pivoted semaphore 1 (shown in Fig. 4t) and the day danger indication with the semaphore l. at rest in horizontal position and giving the night safety-signal by the flashing of the light of a lantern (not shown)l phore l in front of the lantern and the night danger indication by the steady and unob- `scured light of the lantern.

The semaphore and actuating mechanism are so constructed that the semaphore is free to swing to indicate danger and the weight of vthe semaphore is so disposed that the center of gravity of the semaphore is in a vertical line with the support when the signal is in the horizontal or danger position, and, as shown, the semaphore 1 is secured to the spindle 2 and mounted thereon at a pointin the semaphore located mediallyas to the length of the semaphore, but considerably nearer one longitudinal edge of the semaphore than the other, (see Fig. 4,) so that the semaphore will gravitate to the horizontalposition by its own weight. If desired, additional weights could be added, which would be located directly below the center of the spindle, with .the semaphore in the position shown in Fig. fl. It will be observed that with this semaphore there is no reliance upon a stop` to ar- ICO rest the semaphore when it reaches the horizontal position, and in consequence thereof there is no jar or concussion resulting from the movement of the semaphore to danger by its own Weight or counterweight. The semaphore will usually come to rest in the position shown in Fig. 4, with the center ofl gravity immediately below the pivotal axis of the semaphore,and in this position the semaphore will be in stable equilibrium. It may possibly, however, be brought to rest in a diametrically opposite position, with the center of gravity immediately above the pivotal axis. This position would be one of unstable equilibrium, from which the semaphore would gravitate to the position of stable equilibrium upon a slight disturbance of the poise or balance; but this position of unstable equilibrium would nevertheless be a horizontal position and would indicate danger.7 Therefore the horizontal position is the only position of stable or unstable equilibrium which the semaphore can assume.

rlhe semaphore-spindle has iixed upon it the commutator K and also has fixed upon it one part of a clutch, whereby it may be connected with or disconnected from a train of gears actuated by the motor. This clutch is shown as an electromagnetic clutch comprising a circular electroinagnet and armature. The electromagnet D is secured to the semaphore spindle and has an outer annular pole piece and an inner pole-piece iitting about the spindle and a coil of insulated wire in the annular space between lthe two polepieces. The armature D and a gear-wheel 6 are; secured together upon a non-magnetic sleeve D2, loosely mounted upon the sp-indle 2. The gear-wheel 6 is the end gear of a train of speed-reducing'gears from the motor M, of which the pinion 3 is on themotor-shaft, and the gear 5, meshing with the pinion 3, and the pinion 4:, meshing with the gear 6, are on an intermediate shaft 7. When the clutch-electromagnet D is energized, the armature D is held against it and the gear 6 and spindle 2 connected so as to rotate together; but when the clutch-electromagnet D is denergized the gear and spindle are not connected, and the semaphore 1 may swing to its normal position independently of the gears and motor.

The commutator K is shown as provided with two fixed brushes h and t' and with one movable brushf. The two fixed brushes are carried on anv insulated block 11, having trunnions whereby it is held with freedom to 0scillate in a carrier or bracket 12, secured to the side of the signal-box 8 and adjusted by a screw 13, which bears against the rear end of the block above the axial line of the trunnions, so as to cause the brushes to bear against the commutator with the required pressure. Thisconstruction permitsthecommutator-brushes to be set up to compensate for wear and also readily permits the cleaning of the commutator and generally facilitates the handling of the parts, as the loosening of the screw 13 and the raising of the comi mutator-brushes cuts the mechanism out of circuit.

The movable commutator-brush f is controlled by two opposed electromagnets G and H, each electromagnet being composed of a pair of coils, the coils of the front electromagnet G being joined by the bridge-piece and the coils of the back electromagnet H being joined by the bridge-piece 71 andthe two bridge-pieces being of magnetic material and being joined by non-magnetic supporting-bars 72 72. The armature-lever 16 is piv- Oted on a bearing-yoke 17, secured to but electrically insulated from the supportingbars 72, and carries an armature 73, extending across between the pole-pieces of the electromagnets. This armature-lever has secured to it the movable commutator-brush f, the

upper end of which works under a contactspring 23, which isa spring back contact, and

the movable commutator-brush is clear of said spring when against the com mutator (see Figs. 7 and 9)`and in contact with said spring when in backward position away from the commutator, with the armature-lever 16 in contact with the adjustable back-stop 74. (See Figs. 3 and 8.) The commutator-brush is so constructed that upon first touching the contact-spring in moving backward away from the commutator it will not come in electrical contact therewith and, as shown, is provided with an insulated back 75, which first comes in contact with the spring 23. This construction prevents chattering of the armature under conditions where the circuit through the front electromagnet G is Inomentarily closed, but not maintained, as will be hereinafter described.

As shown, the contact-spring 23 is carried by a bracket 20, secured to upward extensions of the bridge-piece 71, but electrically insulated therefrom. The outer end of this contact-spring is'curved, so as to surround a stoppin 21, (see Fig. 9,) which limits its downward movement, and thereby prevents vibration of the spring after the movable commutator-brush f has moved clear of it, audthis stop-pin 21 is carried by lugs 22 22, which eX- tend upward at each side of the end of the contact-spring. The stop-pin 21 also protects the contact-spring against distortion by accidental blows from above or below, and the lugs 22 22 protect the contact-spring from side blows.

It is important to provide that the armature-lever may be so adjusted that the movable commutator-brush fwill come in contact with the commutator with the armature 73 just clear of contact with the poles of the front magnet G, so that with a lightpower from the track-circuit battery the movable brush will be held against the commutator, and it is also important to provide for readjustment to compensate for wear of both the commutator and the movable brush; but it is important that this adjustment should not dis- IOO IIO

` passing freely through a post 27 and having a nut 26, held against the outer face of the post by a spring 28 between` the post and bridge-piece. The supporting-bars 72 72 are dovetailed to an insulating-block or stone base 29 and areunited by the bearing-yoke 17, as

well asbythe bridge-pieces 70 7l, and thus` the entire relay will move on its base 29 with-` out derangement of any parts thereof in either i direction, according to the direction in which the nutis turned.

The back-stop screw 74 provides for the adjustment of the armature, so that under the conditions forgiving the safety indications `hereinafter described the armature 73 will be attracted awayfrom the back magnet H and toward the front magnet G. The spring 76, encircling the rear portion of this stopfscrew 74, acts toprevent shifting of the screw after `it has been once adjusted.

`For convenience inthe assembling and taking apart of the mechanism the relay and adjusting device are carried on the stone base 29, which enters an opening in the bottom of l thesignal-box 8 and is secured to and carried d `by a plate 30, which overlaps the edges of the openingin the signal-box and is fastenedto the bottom of the signal-box, as by the screws 8O shown, and the motor M is carried on a base 54, which rests upon the bottom of the r i l signal-box between longitudinal guides 55 55,

whereby it is held from lateral but not longitudinal movement andis held from longitu- `dinal movement by a clamping-screw 5,6, en-

i formed in brasses 9, mounted in the sides ofi the signal-box and all externally closed `ex-` tering a slot in the base` 54, whereby the ino-1 tor may bereadily adjusted, so that its pinion 3 will mesh With thegear.

The bearings of the semaphore-shaft 2 and of` the intermediate shaft 7'` are shown as cept the front bearing of the semaphore-shaft, and these brasses and the bearings of the motor-shaft are `shown as fitted with automatic Several terminals for shown, each consisting of a metallic plate 57, into which enters from the i outside a screwpost 58, passing upwardly through the stone `base 29 and having a screw tapped therein` l for the outside Wire and into which also enters from the inside one or more screws 59 for the inside wire or wires,this screw 59, or

i one of these screws 59, extending down into t a clearance-hole in the stone base 29, thereby commutatorl, 'and thereby causes the closq ingof the signal-actuating circuit. .It is also outside wires are arear relay, as it is located at the rear end of the block guarded'by the signal.

I provide means for forcing the movable commutator-brush f into the position required for `the danger indication, such means consisting of a cam Lon the comm utator K, such cambeing of conductive material and in conductive contact with the main plate of nthe commutator. Once in every revolution `this cam L forces the movable comm utator-brrush faway from the poles of the front electroinagnet G and into contact with the contactspring 23 and into such proximity to the poles of the back electromagnet H that under normal conditions, except where a normally Iopen track-circuit is employed, and in such con. struction when the normally open track-circuit is closed, the armatures will be attracted toward these coils, and under no conditions, except under the eect of a preponderating current through the front electromagnet G, required for the safety indication, will the movable commutator-brush be returned to the commutator. Acounterweight77is shown as provided on the armature-lever 16, (see particularly Fig. 8,) which tends to hold the armature always in rearward position; but this counterweight is not relied upon to bring the armature-leverl to rearward position, the positive action of the cam L compelling this movement.

In the signal shown in Figs. 5 to 9, inclusive, there is no clutch between the motor and semaphore, and the signal is so constructed that the motor will always stop with the semaphoreinthedangerposition. Thesemaphore and motor are always connected, and the gear 6 is secured to the semaphore shaft or spindle 2. I prefer also with this construction to mount the semaphore l upon its spindle medially both longitudinally and laterally, so that the weight of the semaphore is always equally balanced about the pivotal point. In this construction I have shown the form of rear relay hereinafter claimed, in which a local circuit assists the track-cir- IOO IIO

cuit in holding the movable commutatorbrush fagainst the commutator. This relay iscomposed of two independent pairs of opposing coils X and Y, Z and W, the front coils being Xand Z and the back coils Y and W. Each pair of opposing coils has cores magnetically connected, the pair of opposingI coils X and Y having their cores connected byasoftiron bridge oryoke 14, and the pair of opposing coilsZ and WV having their cores connected by the soft-iron bridge or yoke l5. The armature-lever 16 and its bearing-yoke 1,7 are of the same construction as heretofore described; but the armature is in two parts 18 19,.,magnetically insulated from each other, but rigidly secured together. The bracket net D.

is secured the adjusting-screw 25, above described.

The commutator K' (shown in Figs. 5 to 8,v

inclusive) is also shown in development in Fig. 16, and the circuits cooperating therewith are illustrated in Fig. l5; but I will first describe the commutator K2 (shown in development in Fig. ll) and the circuits coperating therewith. (Illustrated in Fig. l0.) In this construction the several features of my invention hereinafter claimed are included, the relay having two independent pairs of opposed coils X and Y, Z and W, as before described, and the semaphore being mounted upon its spindle so as to gravitate to the danger position and being connected to the motor by a clutch, the clutch-magnet D being indicated and so lettered in Fig. l0. This commutator K2 is provided with three fixed brushes h, g, and t' and with a movable brush fof the construction heretofore described and comprises a main plate 5i, which is always in contact with the fixed brush h, this main plate 5l having a lateral extension which is in contact with the brush g during a part of the revolution of the commutator and having a cam L thereon, as heretofore described, in electrical contact with the main plate 5l, and having an insulated or dead plate 52, which is in contact with the brush g when the lateral extension of the main plate 5l is not in contact therewith, and a separate insulated plate or conductive ring 53, which is always in contact with the Xed brush t' and is connected to the clutch-mag- These commutator-plates 5l, 52, and

v 53 are mounted upon a sleeve of insulating material and are separated from each other, with intervening air-spaces and grooves in the insulating material coincident with the spaces between the plates, sothat the rubbing action of the brushes cannot cause a conductive layer or deposit between the plates.

Fig. l0 illustrates the complete circuits and apparatus of a single block A' and the circuits and apparatus at the front end of the ajacent block in rear, A. For each block a front relay is provided. For the block A such relay comprises the two opposed electromagnets P and Q, which are connected in series with a track-battery B in a closed circuit from the battery B through wire 6l,including resistance R, through coils P and wire 62, coils Q and wire 64:, and back to battery, and having a normally open shunt-circuit, including the rails of block A and excluding the electromagnet Q, such shunt-circuit branching from the circuit above described at the point 63 and running through the rails, when the rails are bridged by the wheels and axles of a train, an dthrough wire 65 back to the battery. The relative normal magnetic attractions of the coils of the two magnets P and Q are so adjusted relatively to the range of movement of the armature that under all normal conditions the vattractive forceof the back electromagnet Q will preponderate in all positions of the armature to draw the armature toward this back electromagnet; but when there is a train in the block A the closing thereby of the normally open shunt-circuit excluding the electromagnet Q will so weaken the attractive force of this magnet and strengthen the attractive force of the electromagnet P that the armature p will be attracted toward the electromagnet P'. This is preferably accomplished by adjusting the relative number of convolutions in the coils P and Q and the range of movementofthe armature so that the attractive force exerted upon the armature p by the magnet Q will be the greater under all conditions, except when there is a train in the block A. The armature p is therefore normally in rearward position and is only moved from that position by the shunting action of a train in the block A. Block A' has a similar front relay, with opposed electromagnets P' Q' in a closed circuit from battery B2 through wire 6i', including resistance R2, and through wires 62' and 64', and a normally open shunt-circuit branching from such closed circuit at the point 63'. The coils X and Y of the rear relay are connected to the rails at the rear end of the block A' through wire 38, normally open points comprising an armature a. and contactstop b, wire 34, front coil X, wires 35 and 40, back coil Y, and wire 39. The first effect of the closing of the armature p on the contact q resulting from the presence of a train in the block A is the closing of a circuit from the main battery B' through wire 3l, (including the high-resistance electromagnet I, controlling the armature en) through wire 35, contact q, armature p, wire 36, contact r, armature s, and wire 37 back to battery. The current dowing through this circuit energizes the electro` magnet I and closes the armature a on contact l), thereby closing the normally open break in the conductors joining the coils X and Y with the rails and closing a circuit from the trackbattery B2at the front end of block A through the coils X and Y in series, as follows: from battery B2 by wire 6l', coil P', wire 62', the rail of block A', which is shown above the other rail and which may therefore for convenience be termed the upper rail,` the wire 38, armature a., contact b, wire 34, front coil X, wires 35, 40, back coil Y, and wire 39 to the rail, which may be termed the lower rail of block A' and through wire 65 back to the bat'- tery. The current which tends to flow through thiscircuit would magnetize the two opposing poles of the coils X and Y, but would not affect the armature 14, which is normally in close proximity, to the pole of back coil Y and at a considerable distance from the pole of front coil X; but this current is immediately overcome by a more powerful current from the main battery B', which flows as follows: from the main battery B' through wire 3l, wire 32,1novabie commutator-brushf, contactspring 23, wires 33 38, armature a, con- IOO IIO

. q, armature p, wire 36, contact r, armature s,

`ICO

tact with the contact-spring 23.

and wire 37 back to battery. The current of the battery B also has a path through wires 3l and 32, movable commutator-brush f, contact-spring 23 and wire 33, and thence by wire 38 tothe upper rail of block A' and through the Wire 62',coils of magnet P, wire 6l', including resistance R2, and through the track battery B2 to the lower rail of block A', and through the coils of magnet Q from the upper to the lowerrail, and through theground `tosome extent from the upper to the lower `rail, and from the lower rail by wire 39, through the back coil Y and wire 40 to Wire 35, and through wire 35, contact q, armature p, wire 36, contact r, armature s, and wire 37 back to battery. In this latter circuit there will be in one branch thereof the resistance -due to the coils P and resist-ance R2 and to the opposition of the track-battery B2, the current of which will be met and overcome, and in another branch thereof the resistance of the coils Q', and in another branch thereof the resistance of the ground, and in con` sequence a more powerful current will flow through the circuit above described from the main battery B', including the front coilX and not including the rails of the track. Moreover, the direction of. the fiow of current through the front coil X in such circuit will be the same as that which flowed therethrough from the track-battery B2, whereas the direction of the flow of current through the back coil Y from the main battery B will be the reverse of that which flowed therethrough from the track-battery B2, and the magnetism induced thereby in the core of the coil Y Will be in opposition to the magnetism. set up in the core of back coil Y by conduction from the core of the more powerfully energized front coil X. As aresult of the powerful magnetization of the core of front coil X and of the demagnetization of the core of back coil Y the armature 14 will be more powerfully attracted toward the front coil X, and the movable brush f will be brought against the commutator and away from con- This movement of the movable commutatorbrush breaks the energizing-circuit just described of the front coil X from the main battery B';

^ but as it brings the armature 14 close to the front coil X and as the current from the trackbattery B2 can now flow through both coils X aud Y there will be sufficient magnetism at the pole of front coil X to hold the movable commutator-brush against the commutator, it being observed that the armature is now at its greatest distance from and practically out of the field of the back coil Y. l shall term g the above-described circuit, which thus tembeing now against the commutator closes the following actuating-circuit: From main bat-- tery B', by wires 31 32, movable brush f, main commutator-plate 51. fixed brush h, wire 4l, coil Z, wire 42, coil W, wire 43, high-resistance coils S and wire 44 and wire 37 back to battery. The current fiowing through this actuating-circuit energizes the coils S and causes the armature s to be brought into coutact with the stop t, thereby closing the motor-circuit and the clutch-circuit, such motorcircuit branching at the point47from the actuating-circuit and including wire 45, motor M, the coils of which are of low resistance, wire 46, stop t', and armature s and returning Ato the connections above described at the point 49, and such clutch-circuit branching from the actuating-circuit through the wire 66, connected to the main plate 5l of the commutator through the clutch-electromagnet D, wire 67, commutator-ring 53, brush t', and wire 63 and meeting the motor-circuit at the wire 46. The closing of the motor-circuit in multiple with the high-resistance coils S l greatly diminishes the resistance of the circuit as a whole,and therefore greatly increases the magnetic attraction of the coil Z, and the attraction of this coil Zreinforces the attractive power of the coil X, thereby increasing the pressure of the movable brush f. While the closing of the motor-circuit also correspondingly increases the magnetic attraction of the coil WV, the armature is now at its greatest distance therefrom, and therefore the attraction of the coil Z preponderates, and its preponderating power is increased by the closing of the motor-circuit.

The closing of the motor-circuit aud clutchcircuit starts the rotation of the signal and the commutator K2, and the rotation of the commutator brings the lateral projection of the main plate 5l thereof into'contact with the fixed brush g, establishing supplementary actuating and motor and clutch circuits, which will be hereinafter described. As the commutator K2 continues to revolve the cam L gradually forces the movable brush finto contact with the contact-spring 23, and at this time the brush g is in contact with the lateral projection of the main commutator-plate 5l. So long during this movement as the movable brush is in contact with the cam L, and therefore electrically connected to the main plate 51 of the com mutator, the circuit for the motor is as above described, and although the movable brush f may be in contact with the contact-spring 23 there is no circuit through that spring, because the armature s is against the contact t and away from the contact r. When the movable brush f has been forced by the cam L, so that the armature is in close proximity to the back coils and will he held or attracted by these back coils away from the commutator by the current from the trackbattery B2, flowing through both coils X and Y in series, and the current from the main battery B', flowing through the coils Z and W in series, because the armature has now been forcedy by the cam L into close proximityto the poles ofthe back coils Y and W, and their attraction will therefore preponderate, the lateral projection of the main plate 51 of the commutator is still in contact with the brush g, and the'supplementary actuating-circuit, motor-circuit, and clutch-circuit, which were closed when the lateralprojection of the main plate 51 passed under the brush g, are still maintained. The supplementary actuatingcircuit is as follows: from the battery B',

through wire 31, wire 4S, fixed brush g, main commutator-plate 51, fixed brush h, wire 41, coil Z, Wire 42, coil W, wire 43, coils S, wires 44 and 37, back to battery. The su pplementary motor-circuit is a branch through the contact t of the actuating-circuit, as previously described, and the supplementary clutch-circuit is also a branch of said supplementary actuating-circuit, as previously described. When the lateral projection of the main commutator-plate 51 moves clear of the brush g, the supplementary actuating and motor and clutch circuits are opened, and at this point only can sparking take place, and this point is never wanted for the closing of the motor-circuit,as the actuating-circuit is closed by the contact of the movable commutatorbrush f and the comm utator and the motorcircuit closed by the movement of the armature S into contact with the point t, resulting from the energization of the electromagnet S by the actuating-circuit. Coils S `being deenergized by the opening of the supplementary actuating-circuit, the armature s again comes against the contact r,and thereby closes the front-coil circuit above described, and then the previously-described circuit through movable brush f and spring-contact 23 is closed, providing the armature p is at that time against its contact q. There is a short interval between the breaking of the supplementary motor-circuit and the succeeding completion of the motor-circuit sufficient for the armature s to move from contact t to contact o and to close the front coil-circuit and for the movable commutator-brush fto be attracted into contact with the commutator and for the armature S to be again moved against the contact t; but during this brief interval the momentum of the semaphore causes it to continueits movement without noticeable diminution of speed. The armature p will remain against its contact q so long as the train is still in the block A, and

the signal will continue to revolve under the' action of these circuits until the train enters the block A/ and. for a sufficient time there-4 after for the completion of the movement of the semaphore to a predetermined point of its revolution selected as the most desirable for the opening of the motor and clutch circuits. As shown, this point is such that the semaphore and commutator will be about onefourth of a revolution in rear of the danger position when the motor and clutch circuits are opened. l

When the train enters the block A', the current'of the track-battery B2 is shunted from the coils X and Y. Should this shuntingaction take place when the fixed brush g is not in contact with Vthe lateral projection of the main commutator-plate 51, the movable brush fwill be kept in contact with the commutator by the current of the main battery B through the coil Z, and the revolution of the signal will be continued thereby untilthe brush fis forced back by the cam L; but before the movable brush fis thus forced back the fixed brush g has come in contact with the lateral projection of the main com mutator-plate 5l, so that while the movable brush fis being forced backward into proximity to the back coils Y and W the completion of the revolution of the signal is assured by the supplementary actuating,motor, and clutch circuits, above described, through the brush g. After the movable brush has been forced back so that its armature is near the poles of the back coils W and Y and the supplementary actuating, motor, and clutch circuits have been opened by the passing of the lateral projection ofthe main commutator-plate 51 out of contact with the brushv g, and thereby the magnet S has been denergized and armature s dropped upon contact r the presence of the train in block A will prevent the placing of the movable commutator-brush f upon the comm utator Whether the points p and q have been opened by the passage of the train out of block A or are still kept closed by the shunting action of part of the train in block A. If the points p and q are still closed, the part of the train in block A will close a circuit from the main battery B through the back coil Y yin multiple with the circuit from such battery through the front coil X, which front-coil circuit Would now be closed, as above described, and this current, through the back coil Y, is sufficiently powerful tohold the karmature back. The circuit thus closed by the train may be traced as follows: from battery B through wires 3l 32,movable brushf, contact 23, wires 33 38, upper rail, Wheels and axles of train, lower rail, wire 39, back coil Y, Wires 40 35, contact q, armaturep, Wire 36, contact r, armature s, and Wire 37 back to battery. The front-coil circuit from the main battery B has heretofore been traced and is as follows: from battery B by Wires 31 32, mov- -able brushf, spring-contact 23, wires 33 38,

armature ct, contact b, wire 34, front coil X, Wire 35, contact q, armature p, wire 36, contact r, armatures, and wire 37 back to battery. If the pointsp and gare open, then the magnet I is denergized and all circuits of the main battery B are open, and the coils X and Y are denergized, and the movable brushf will not be moved from its rear position. Should a following train ,now enter the block A and thereby close the armature p yupon its contact q, the presence of the train on block A will prevent the actuation of the movable commutator-brush toward the commutator, not only by shunting the track-bat- IOS ISO

Ytery B2, but also by closing a path of low4 resistance across the rails and through the rear coil Y, as above described. The coils X and Y will bothtbe energized, and therefore the movable comm utator-brush will not be moved from its normal position in close proximity tothe back coil Y, and the signal will not be moved from its normal danger position.

It is also to be noted that should there he atbreak in the Wires 39 or 40 and the circuits be` otherwise` intact- With a conseo nent euergization of thefront coil X only there will be a magnetization of the core of the back coil Y by cond uction through the yoke 14, and in fact the inner end of core of back coil Y will become one of the poles of the front coil X, and should the armature 14 he nevertheless t pulled toward the front coil X the forward `movement of the commutator-brush will i, sulated back restsagainstthe contact-spring 23, and the signal will continue at .danger. lt will also `be observed that the breaking l ofea rail in the block A would have'the effect `of cutting out the track-battery B2, anti this would bring about the conditions above det scribed upon the entrance of a train in block A-viz., the temporary closing of a circuit through the front coil X, which circuit would `be broken by the forward movement of the movable com mutator-brush j', resulting from y its own action, and would not be again closed by its return movement because of its insulated back. Therefore with a broken rail in block A a train in block A could not receive a `safety-signal.

Should the armature p become welded to 1 the contact q by a lightning stroke or othert wise caused to adhere to such contact, the

` fr and armature s.

signal would be changed toa normally clear signal, but would go to danger whenever there was a train in block A.

Should the armatures become welded to the contact r or caused to adhere to such contact,

the motor-circuit could not be closed, and therefore the signal could not be moved from the normal danger'position. Should this armature s become welded or be caused to adhere tothe contact tf, the signal `could only complete its revolution to the danger position. To cause it to start upon another revolution, it would be necessary to close the brush-actuating circuit through the contact Should the armature a become welded` or be caused to adhere to the contact h,the track-battery circuit through y the coils X and Ywonld remain always closed 'by way of wire 3S.

instead of normally open; but the functions of that circuit would be undisturbed.

Should the movable commutator-brush for any commutator-brush become welded to the commutator, the signal could not revolve. Should the movable comtnutator-brushf become Welded to the contact-spring 23 or adjustable back contact 74, the movable brush could not be brought into contact with the comm utator, and the motor-circuit could not be closed and the signal would remain at tl-anger.

One source of danger in railway signaling systems is the action upon the apparatus of foreign currents, such as electric-light eurrents or trolley currents. Such currents could not underany conditions cause asafetysignal in my system when the conditions of traffic required a danger-signal nor could they interfere with the operation of the Signals if the strength of the batteries were properly adjusted whenever such foreign currents were present.

A foreign current could only enter the systetn by exposed conductors, and the only eX- posed conductors are the rails. With trains in both blocks A and A should the positive of a foreign current enter the upper rail it cannot pass from the rail to any part ot' the circuits of the rear relay without encountering the opposed current of themain battery B, which is owing through the wire 38 to such rail, and the strength of this battery would usually be more than sufficient to oppose the entrance of the foreign current to the rear relay and under extraordinary conditions could readily be made strong enough for that purpose, and therefore the foreign current would be shunted through the wheels and axles of tbetrain. With no train in block A and a train in block Athere are two conditions ofthe circuits, one where the front-coil circuit is closed and the other where the front-coil circuit is broken and the movable commutator-brush fis against the commutator. When the front-coil circuitis closed, the foreign current is met and opposed by the current of the main battery B flowing through the wire 38 to the rail, and assists in the energization of the front coil X by the battery B' as it adds to the resistance in the path of the battery B' iVhen the front-coil crcuit is broken,the easiest path for the foreign current is through the coils X and Y in series, and it would therefore only assistiti maintaining the armature forward and the brttsh f against the commutator.

Should the positive of a `foreign current enter the lower rail and reach the wire 39 with trains in both blocks A and A', the foreign current can only enter the back coil Y of the rear relay, tending to assist the yenergization of that coil and the consequent maintenance of the danger indication. After passing through this coil it will encounter the current of the main battery B' owing through ICO IIO

IIS

the wire 35 from the front coil X and can only -flow with that current to and through the contact q, armature p, wire 36, contact r, armature s, wire 37, main battery B', wires 31 and 32, movable commutator-brush f, contact-spring 23, and wires 33 and 38 to the4 upper rail. With a train in block A only the conditions will be as just described when the front-coil circuit is closed and the foreign current will flow through the back coil only, tending to oppose the effort of the main battery B to give a safety-signal and vcan be taken care of by providing sufficient battery power to overcome it. W'ith the front-coil circuit broken such a foreign current could only flow through -both coils X and Y in series and would not therefore actuate the armature of the rear re1ay In the event of breakage of the wires connecting the battery B the only path for the foreign currents would be through the coils X and Y in series.

From the above description it will be evident that the arrangement of the opposed coils X and Y, connected in series with the rails or exposed-conductors, makes it impossible to send a current through the front coil X without at the same time sending the same current through the back coil Y, and this will be true also in the event of failure or breakage, and the connection of the main battery B with the rails and the utilization of the current of this main battery to prevent the giving of a safety-signal while there is a train in the block instead of relying wholly upon the shunting of the track-battery not only prevents the giving of a safety-signal by a foreign current in place of the track-battery current, but also interposes a strong counteracting force to any foreign current and makes it possible to prevent any interferencebysuch external currents with the operation of the signal.

The foreign currents usually encountered are not of great strength and can usually be taken care of in a system embodying my invention by ordinary battery-power, and, as aforesaid,the battery-power may be increased where necessary. Should, however, a foreign current at any time exceed the strength provided against and overcome the battery-cur-` rent, such foreign current could not do more than prevent the giving of a safety-signal and could not in any event cause a safety-signal to be given when a danger-signal is required.

As heretofore stated the commutator and connections shown in Fig. 10 are arranged for a semaphore, such as is shown in Fig. 4, with its weight disposed so that it will gravitate to the danger position, and while the construction shown and above described provides for the continuation of the operation of the motor and clutch to a predetermined point, nevertheless should the motor or clutch fail at any point the semaphore would go to danger by the action of its own weight `With such a construction it is possible to use In this construction the commu-V tator K consists merely of a main plate 54:

always in contact with the fixed brush h and having the cam L thereon coperating with a movable com mutator-brush f, as above described, and a conduct-ive ring 53 always in contact with the tlXed brush i. The rear relay, as above described, consists of opposed electromagnets G and H, and its operation is the same as that of the relay above described, consisting of the coils X Y Z W, except that there is no assistance from the main or local battery to hold the movable brushfagainst the commutator. The means for normally breaking the track-circuit through the rear or brush-actuating relay are also omitted and the wires 38 and 34 run directly to the relay without any break therein. A train in block A would close the points p and q, and thereby immediately close the front-coil circuit, and the movable brush j' would directly close the motor-circuit and clutch-circuit. The motor-circuit is as follows: from main battery B', by wire 31, movable commutator` brush j", main commutator-plate 54, fixed' brush h, wire 55, motor M, and wire 37 back to battery. The clutch circuit branches from the main commutator-plate 54 of the motor-circuit through wire 66, clutch-magnet D, wire 67, commntator-ring 53, brush fi, and Wire 68 and joins the motor-circuit at the wire 37. These circuits remain closed until the train enters the block A and shunts the current of the track-batteryB2, and thereby so weakens the front magnet Gr that the counterweight 77 pulls the armatureand mov- IOO IIO

able brush f back, and the movable brush j leaves the commutator. When the movable brush leaves the commutator, it opens the motor and clutch circuits and the semaphore is released and under the action of its own weight and in its swinging movement in either direction will cause the cam L to force the movable commutator-brush into its real'- ward position.

In the modified construction shown in Fig. 14 the spring back contact 23 for the movable commu tator-brush fis omitted, and the forcing-cam L has only a sufficient elevation to insure the starting of the movement of the armature away from the poles of the front magnet G. For the further rearward movement of the armature its counterweight is relied on. In other respects the brush-actuating or rear relay is as shown in Figs. 12 and 13 and heretofore described; but this construction includes the means for breaking the actuating-circuit shown in Fig. 10, such means including the electromagnet S and its i armature working against frontcontactt l and `bacl; Scontact r. The fixed brush h is di- "rectly connected by the wire 43 to the electromagnet S andby the `Wires 43 and 45 to` theelectromotor M. This construction also includes the means, heretofore described and showninFig. l0, for breaking the track-bat- ,terylcircuitthrough the brush-actuating or rear relay, such means including the electromagnet I, but the arrangement is modied by notinclu ding the track-relaypoints p and `q in the brush-actuating circuit` and including these points onlyin the circuit of theelec- `tromagnetI. The actuating-circuit of magnet I maybe traced as follows: from main battery Bbywire 31, `magnet I, Wire 56, contact g, armature p, andvwire 37 back to battery.

` The front-coil circuitis as follows: from main` scribed, except that the forward movement of the movable brush]c does not break the 1 front-coil circuit, but such circuit is broken by the closing of the actuating'circuit through the electromagnetSand the consequent opening of the'points r ands.

In Fig. 14A I have shown a construction of rear relay or brush-actuating relay from, `which the back electromagnet isomitted.

Here the wire 35 is connected directly to the Wire 39, leading to the lower rail. In this construction the rear relay has but one pair of coils G connected to the rails or exposed conductors; but the current of the main battery is utilized to `prevent the giving of a safety-signal under the action of foreign currents. The presence of a train in the block causes a shunt-circuit to be closed for the main battery B, which shunt-circuit is as follows: from main battery B' through wire 3l, movable brush f, spring-contact 23, wires 33 38, upper rail,iwheels and axles of train, lower rail, wire 39,wire 35, including resistance R3, armature p, contact q, and wires 36 37 back to battery. The current output of the main battery B is limited by the dead resistance R3, and the relay-armature is at such a distance from the poles of the magnet G thatthe current from the track-,battery cannot attract the relay-armature and that this shunt-circuit will prevent a sufficient energization of the electromagnet G for the attraction of the armature, and consequently after the movable brushf has been moved `back by the cam L it cannot be again attracted inte contact with the commutator. It will also be observed that in the construction shown in Fig. 14A the circuit for the electric clutch D passes from the fixed brush @l by `wire 68, armature p, contact q, and Wires 36 and 37 back to battery, and `thus the closing of the clutch-circuit is dependent upon the `closing of the contactsp and g, and the clutch-circuit can not be closed without also closn g the circuit which enables themain battery to oppose the action of for- ;eign currents. The resistance to the trackbattery current through the rear relay may jbe decreased, however, without omitting the back coilY or the back electromagnet H by `winding the back coil Y or the coils of the back electromagnet H so 1that their resistance will be considerably less than that of the front coil or coils, but so that when the circuit of the main battery B' flows through front and back `coils in multiple, as hereinbefore described, the magnetic force of front and back coils `would be substantially equal. By this winding the resistance of the back coil or coils may `be reduced to a minimum, and although when a current passed through them in series the front coil or coils would be stronger than the back coil or coils the previously-described normal proximity of the armature to the pole or poles of the back coil or coils would cause the attractive force of this coil or coils to norlmally preponderate and hold the armature back.

Fig. 15 shows a construction including a rear relay having opposed pairs of coils X and Y and Z and W, as in Fig. l0, but with no break in the wires from the coils X and Y to the rails, so that the circuit for the track-battery` B2 through these coils is permanently closed. The signal mechanism for this construction is precisely as shown in Figs. 5 to 9, inclusive, and above described,- the clutch being omitted and the semaphore-spindle and motor-shaft permanently connected. An alteration is here made in the position of the trackrelay, the coils being shown as arranged vertically instead of horizontally. The operation of the circuits is as heretofore described. The means for always completing the revolution of the semaphore toa predetermined point are as heretofore described and are so constructed as to open the motor-circuit at such a point that the motor and semaphore will come to rest from the exhaustion of their own momentum with the semaphore in the horizontal or danger position.

In the several constructions and arrangements illustrated in Figs. l0, l2, 14, 14A, and l5 and above described I have made no provision for overlaps or arrangements of home and distant signals, and I prefer not to use such constructions, as they necessarily introduce some reliance upon automatic mechanism in changingfrom theindication of safety to that of danger, the danger provision of the overlap involving reliance upon automatic mechanism and the change from distant safety to distant danger involving reliance upon automatic mechanism. I have indicated in these views the means for obtaining the protection to a train at the rear end of a block afforded by such constructions. I provide in rear of each indicating-signal, of which two, 'J and J2, are shown, a dummy signal, of which one, C2, for the indicating-signal J2, is shown, such dummy signal being located at such a distance from the indicating-signal that under ICO -end of the block A.

signal will always be visible from the train at the dummy signal and that under all conditions the train can be brought to a stop between the two signals and at no greater distance from the indicating-signal than is necessary to bring trains under such control that they can be stopped in rear of the indicatingsignal. The function of the dummy signal is to notifythe train-engineerthathehasreached the point at which he must observe and obey the indicating-signal, and the rule of running should be that upon reaching the dummy signal the train-engineer should look at the indicating-signal, and if itis at danger he should bring his train to a stop before reaching the indicating-signal, and if it is at safety. he may proceed at full speed. If, therefore, a train has broken down or stopped just in front of a signal, as the signal J2, so that the signal J of the blockit has just passed out of, A', will give the safety indication to a following train, this following train may proceed at full speed past this indicating-signal and until it reaches the dummy signal C2 located near the front Upon reaching this dummy signal the train-engineer looks at the indicating-signal J2 at the front end of the block, finds it at danger,and brings his train to a stopbefore reaching the indicating-signal J 2, and therefore at a safe distance in rear of the train rst mentioned, which must necessarily have passed beyond this signal. It will be seen that by the employment of this dummy signal there isa substantial saving of running time, as the following train proceeded at full speed until it reached the du mmy signal. The only conditions under which such dummy signal would not eifect a saving of time would be when the weather was so foggy that the indicating-signal could not be observed from a train at the dummy signal. Under such conditions of weather the train -engineer upon reaching the dummy signal and not being able to see the indicating-signal would have to apply his brakes and slow down histrain ready to stop at the indicating-signal until he could see the indicating-signal, but could immediately put on full speed upon'seeing a safety indication at the indicating-signal.

The particular construction of the dummy signal is unimportant. I have indicated a post,with the letter C for Caution, upon which a green light may be placed at night.

The construction just described secures all the benefits of an overlap or an arrangement of home and distant signals. I have illustrated, however, an embodiment of other features of my invention in a signaling system, including an overlap, such construction being shown in Fig. 17. In 'this modified construction the rear-relay and the signal circuits are as shown in Fig. 15 and above described; but the circuits of the front relays are altered, and an additional relay is provided at the front end of each overlap, an overlap relay, consisting of opposed electromagnets E and F, being shown at the front end of overlap a in block A. One side of the track (shown as thel upper one) is divided into insulated-sections, each extending from the front of one overlap to the front of the adjacent overlap, and the other side of the track (shown as the lower one) is divided into insulated sections, each extending from'end to end of a block. Normally the current of track-battery B flows through wire 61, coils P, wire 62, coils Q, and wire 64 back to battery. When, however, a train enters block A, it closes a normally open shunt-circuit, as follows: from battery B, by wire 6l, coils P, wire 65, contact u,'armature QJ, wires 66 and 68, upper rail, and the Wheels and axles of the train, to the lower rail, and from thence by wire tback to battery. The operations will then be as heretofore described for the giving of a safety-signal, it being noted that the current from the trackbattery B2 bridges the break in the conductivity of the upper rail by way of wire 67, coils E, and wire 68.

When the train enters the overlap d', its wheels and axles close a shunt-circuit including the coils E of the overlap relay and excluding the coils F thereof and also including the coils P and excluding the coilsQ of the front relay of block A2, such circuit being as follows: from battery B2 by wire 6l', coils P', wire 65', through a contact and armature (not shown) corresponding to the contact u, and armature o, and wires (not shownlcorresponding with the wires 66 and 68, and then through the upper rail, wire 67, coils E, wire 68, upper rail of overlap 0L', wheels and axles of train, lower rail, and wire 64 back to battery. The current flowing through this circuit causes the'armature o to be attracted away from the contact u and against the contact w, thereby breaking the shunt-circuit,

excluding coils Q, above described, and thereby closing a circuit from a main battery for block A corresponding to the battery B', through the back coil Y of the rear relay of block A in multiple with the circuit from such battery through the front coil X ofl such relay, replacing the action of a train in block A in closing such a circuit. This circuit would be the same as heretofore described relative to the other constructions, except between the upper and lower rail, and its path from the upper to the lower rail would be as follows: from upper rail of block A and overlap a', by wires 68 66, armature u, contact w, and wires 70 64, to lower rail of block A, and, in addition, the circuit of the track-battery B of block A will be opened at the points u and o, and therefore this track-battery cannot energize the rear relay of block A.

I have indicated in the various drawings illustrative of circuits embodying my invention resistances of the various coils such as would be well adapted for the carrying out of my invention. In the construction illustrated in Fig. 10 a resistance of one-tenth of an ohm is indicated for the front coils, as P',

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